Internal-combustion engine



Feb. 6, 1923. 1,444,378. J. J. HOGAN.

INTERNAL COMBUSTION ENGINE.

' FILED JULY 8. 1921. 3 SHEETS-SHEET l.

3 vwewtoz SIJZ/w Jase 22247190172 $1 @ltbozyun Feb. 6, 1923. 1,444,378.

" J. 1.. HOGAN.

INTERNAL COMBUSTION ENGINE- FILED JULY 8.1921. 3 $HEETS*SHEET 2 a n vemfoz Jaw/14 m J! J! HOGAN,

NTERNAL CQMBUSHON ENGINE. 7

LED JULY 3 sHEETS $HEE,T

5] wuewmaa c707)? 70.9 7 a "j anew/M2 5 Patented Feb. 6, 1923.

UNITED STATES PATENT OFFICE.-

JOHN JOSEPH HOGAN, OF PLAINFIELD, NEW'JERSEY.

INTERNAL-COMBUSTION ENGINE.

Application filed July 8,1921. Serial 1%. 483,181.

To all whom/it may concern:

Be it known that I, JOHN Josnrn HOGAN, a citizen of the United States of America, residing at Plainfield, New Jersey, have invented a new and useful InternaLCombustion Engine, of which the following is a specification.

invention relates to new and useful improvements in internal combustion engines. t is of particular-utility when employed with an engine of the two-cycle multiple-cylinder type. culty is experienced inadequately and prop erly charging the cylinders with an eflec tive mixture of air and fuel. By my improvement this charging of .the cylinders is most effectively accomplished and the efiieiency of the motor is correspondingly increased. I

In the accompanying drawings:

Fig. l is a vertical cross sectional view.

Fig. 2 is a side elevation partly in section.

Figs. 3, 4, 5 and 6 are vertical cross sectional views respectively showing the parts in different positions to facilitate an understanding of the full cycle of operation.

Inthe drawings, I have shown my invention in a preferred form, the views, however, being conventional in many respects, it being; understood that it is my chief purpose herein to make clear the principle of operation without regard to exact dimensions.

l-.l represent two cylinders mounted upon a suitable base 2 (Fig. 2), which is broken away at the left hand end to indicate that the length of the base may be increased whereby the engine may have any desired number of cylinders.

Since each cylinder corresponds mechanically I will describe the various parts of only one. Referring to Fig. 1, it will be seen that the cylinder is of the differential type, that is to say, the upper part of the cylinder is of smaller internal diameter than the lower part. The upper chamber in' said cylinder constitutes the working chamber while the lower chamber constitutes what I will term the pumping or compression chamber. Mounted in the cylinder is a piston 3. The upper part of this piston fits the bore of the working chamber, while the lower part is of larger diameter and fits the bore of the pumping chamber. The displacement of the piston in the pumping chamber is preferably greater than the cap ockets. In such engines difiipacity of the working chamber.v 4 represents the crank shaft of the engine, 5 the crank and 6 the connecting rod between the piston 3 and the crank 5. 7 represents a spark plug' which constitutes onesuitable means for securing ignition. 8 represents a valve casing. 9 represents a rotary valve mounted within said casing and driven in any suitable way from the shaft 4;, as for example, by a chain 10 mounted on suitable In the form shown, the valve 8' makes one turn to two turns of .theshaft 4:. 11 represents an exhaust port infthe cylinder wall atthe lower end of the working chamber. 'This exhaust port is controlled by the piston 3 which acts as a valve there'- for. The valve 9. has across port therethrough from side to side. 12 represents a portion of the manifold pipe through which gas is supplied from a suitable. source to the several cylinders of the engine. 13 represents an intake port leading, into the upper end of the working chamber. 14..-15 are ports in the wall of the valve casing. 16 is a passage-way leading from the pumping chamber to the ports l4-15. The mani fold pipe 12 communicates with a passage or port 17 which also leads to the valve 9. The inner end of the port 17 is enlarged or extended as indicated at 17%. for the. purpose hereinafter described.

Havingnow referred to the various parts of the engine, I will describe its operation throughout one complete cycle. In Fig. 3, the piston 3 is indicated as on its downward or power stroke. When it is in the position shown, the valve 9 closes the inlet port 13, and the piston itself closes the exhaust port 11. As the piston proceeds downwardly the valve 9 turns in the direction of the arrow. On this working stroke the lower enlarged end of the piston is creating suction within the pumping chamber and is'drawing gas thereinto since the cross-portthrough the valve 9 at thistime is opening communication between the ports 17- 14. When the piston nearly reaches the lower end of its downwardstroke, it uncovers the exhaust port 11 and the burnt gases are permitted to escape therethrough. When the piston reaches the limit of its downward stroke (as, shown' in Fig. 4), the: valve!) will have been turned sufficiently to close the passage therethrough from port 17 to 14.

On the up stroke of the piston (indicated in Fig. the iston a first closes the exhaustjip'ortii I-l, "and whexi saidlpoift is fii-lly closed the cross-port through the valve 9 will begin to open the ports 1 5l8 so thatgas 5 then being compressed in'thefpumping-chamber may be forced from said chamber through said ports and nae the working" chamber against the ascend ng p ston. tlgh s continues until the pistonre'aehes' a pretle-" 10 erznined elei ation, at which time, as shown ,in 1g. 6, the cross-port through valve 9' will connect the port 14 with the part 17 of port lfi so'that for the balance of the upward I stroke of the piston a substantial part of'the compressed gas in the pumping cylinder win be forced into tliemanifold 12 to'be utilized one or the other cylinders of the .engine',then taking, or about to take, gas. It

is well understood thata mixture of air and i 0' gasoline, under Compression is more effective than when uncompressed. It follows therefore that to discharge even a relat vely small amount of efi'ectrve mixture into the mani- ,jtold willhai 'e the etlect of improving the characterlof thegas therein, and-to that extent. will improve the aforesaid functioning of fthe'motor. When. the pistonreaches the ertremelimit of'its upward stroke the ports lit-1:7 will .be inpractically wide open com- 0 munication andwill remaino en until the piston again reaches approximately the limit of its down stroke, wheat-hey willbe again closed as shown in' Fig. 4-.

. Theabove sets forth one complete cycle of ;.operation of one cylinder It willbe under-v stood of course, that the valve setting for 5 the various cylinders is timed for each par- I ticular cylinder, and, since such cylinders Worlr' in sequence, it is manifest that some 40 cylinders will be drawing in gas while others are Working. Since the piston displacement in the pumping chamber of each cylinder is greaterthan that required to adequately charge the Working chamber in the same i 45. cylinder, it follows that the surplus portion of. the charge being compressed in each pumping chamber may be transferred to the manifoldpipe 12 for use in other cylinders. In this Way also a too heavy compression Q. a nd' corresponding back pressure in the The importance of the invention should not be measured by its apparent simplicity,

."since in fact the present invention results in producing an engine-of much greater effi- -ciency than that disclosed in my aforesaid patent-.-

What I claim is:

1. In'an internal combustion engine, a plurality of cylinders, each cylinder having a ivorking chamber and a pumping chamber, an inlet port leading into the working chainber of each cylinder, a gas supply pipe having a manifold connection with said cylinders, a piston in each cylinder, a portion of the piston arranged'toreciprocate in the working chamber and another portion arranged to reciprocate in the pumping chamber, apassage from the pumpingcham'ber in each cylinder to the inlet of the Working chamber in the same cylindensaid passage having a branch leading to saidgas supply manifold, a single rotatable valve in said passage, said yalve havinga. transverse passa e therethrou gh,means for operating said va ve toopen communication between the pumpingchamber and the working chamber during aportionfof the compression stroke to charge said" working chamber, to then close communication to said Working chamber, and to then open communication between said pumping chamber and said manifold for asubstantial portion of the balance of. the same compression stroke torelieve the compressioninsaid pumping cylinder.

2. In an internal combustion engine in combination, a gas supply pipe, a cylinder having a working chamber, an inlet port at one end and an exhaust port at the other end thereof, a piston arranged to reciprocate therein and to controlt e exhaust port to open the. same at the end of its working stroke, means for introducing a. coml'mstiblc charge into the Working chamber throughout a portion of the compression stroke of the piston therein and. for transferring the balance of said charge into said gas supply pipe throughout the balance of the compression stroke, said means comprising a pumping chamber of larger piston displacement than the diameter of the working chamber, said piston having a pumping end working in said pumping chamber, a passage from said pumping chamber to the inlet of the Working cylinder and a. single rotatable valve in said passage operable to open and close the same, said valve having a transverse passage therethrough. operating to open said inlet passage throughout a portion of the compression stroke of said piston and to close said inlet passage before said compression stroke has been completed, and thereafter open another passage to permit the balance of the charge in the pumping cylinder to be expelled therefrom and into the gas supply pipe during the balance of said compression stroke, said valve operating to keep the inlet port closed throughout the power stroke and also during the period while exhaust port is open.

3. In an internal combustion engine, a plurality of cylinders, a fuel supply pipe having a manifold connection with the various cylinders, each cylinder including a working chamber and a pumping chamber, a valve chamber having passages communicating With said manifold, said working chamber and said pumping chamber, a single rot-atable valve for controlling communication between the pumping chamber and said manifold and said working chamber respectivel said valve having a transverse passage therethrough with means for moving said valve whereby communication for the first part of the compression stroke will be opened from said pumping chamber to the working chamber, and during a substantial part of the balance of said stroke will be cut off from the working chamber and opened to said fuel supply pipe, whereby a portion of the charge being compremed in the pumping chamber will first be fed to the working chamber and the balance to said supply pipe for use in another cylinder.

i. In an internal combustion engine, a plurality of cylinders, each cylinder having a working chamber and a pumping chamber, an inlet port leading into the working chamber of each cylinder, a gas supply pipe havin a manifold connection with said cylin ers, a piston in each cylinder, a portion of the piston arranged to reciprocate in the Working chamber and another portion arranged to reciprocate in the pumping chamber, a passage from the pumping chamber in each cylinder to the inlet of the working chamber in the same cylinder, said passage having a branch leading to said gas supply manifold, a single rotatable valve in said passage, said valve having a transverse passage therethrough, means for operating said valve to open communication between the pumping chamber and. the working chamber during a portion of the compression stroke, and to then close communication to said working chamber and open communication between said pumping chamber and said manifold for a, substantial portion. of the balance of the same pumping stroke, and to continue said open communication with said gas supply pipe during the major portion of the suction stroke oi the piston in said pumping chamber.

5. Tn an internal con'llmstion engine. a plurality of cylinders, eachv cylinder having a. working chamber and a pumping chamber, an inlet port leading into the working chamber of each cylinder, a gas supply manifold connected, with the several cylinders, a pis ton in each cylinder having a portion arranged to reciprocate in the working chamber and another portion arranged to reciprocate in the pumping chamber, a valve chamber, a single rotary valve therein having a port transversely through the same, a passage from the pumping chamber to the wall of the valve chamber, two ports in the wall of said valve chamber in communication. with different parts of said passage, an exhaust port adjacent the lower end of the working chamber, said exhaust port being opened and closed by said piston, means to rotate the valve to open communication between the pumping chamber and the working chamber on the compression stroke of the piston after the exhaust valve is closed, to close said communication before the piston reaches the end of said stroke and to open communication between the pumping chamber and the manifold during the balance of said stroke, maintaining said communication during the succeeding power stroke, whereby on each compression stroke of the piston a substantial portion of the gas in the pumping chamber will be transferred to the working chamber and another sub stantial portion thereof transferred to the manifold and whereby on the working stroke said pumping chamber will be fully charged.

6. In an internal combustion engine a cylinder, said cylinder having a working chamber and a pumping chamber, the diameter of the pumping chamber being greater than the diameter of the working chamber, a-piston, one portion of which is adapted to fit in and reciprocate in the working chamber and another portion of which is adapted to fit in and reciprocate in the pumping chamher, a gas supply inlet having a passage leading to said pumping chamber, a valve chamber in said passage, an intake port leading from said valve chamber into the working chamber, an exhaust port in the wall of said working chamber at the opposite end from said intake port, a valve rotatable in said valve chamber, said valve operating to close said intake port and at the same time furnish communication between the gas supply inlet and the pumping chamber during the power stroke of the piston, and also operating to close the gas supply inlet and open communication between the pumping chamber and the working chamber during the major portion of the compression stroke of the piston to charge the working chamber, and to shut ofi said communication and place the pumping chamber in communication with the gas supply inlet during the last part of the same compression stroke to relieve excess compression in the pumping chamber at such time and to conserve fuel. 

